Switch-operating device.



G. G. JOHNSON.

SWITCH OPERATING DEVICE.

APPLICATION FILED we. 31, 1908.

926,570. Patented June 29, 1909.

2 SHEETS-SHEET l.

W 16 J2 J0 J1 Witnaaom C. G. JOHNSON.

SWITCH OPERATING DEVICE. APPLICATION rnmn AUG. a1, 1908.

926,570. Patented June 29, 1909.

2 SHEETS-SHEET 2.

W49 2 a3 gg 49 l9 .625 fairly W y kl Z5 20 I avwaufoz UNITED TATES EATENT OFFICE.

CYRUS O. JOHNSON, OF BE'IHANY, ILLINOIS.

SWITCH-OPERATING DEVICE.

To all whom it may concern:

Be it known that I, (Evans 0. JOHNSON, a citizen of the United States,residing at Bethany, in the county of Moultrie and State of Illinois,have invented a new and useful Switch-Operating Device, of which the"following is a specification.

This invention relates to switch operating devices, and more especiallyto improvements in a switch operating device for which a patent wasgranted to me August 22nd, 1905, hearing the number 797,582. In theatent above cited, the switch oint was ocked in position by .mcans of aspring bearing on a rocking member, the ends of the spring engagingcertain notches in said member when the switch was either full open orclosed. In some instances it is found that this yielding lock isunsatisfactory, and the principal object of the present invention is toprovide, in a switch operating device of somewhat similar character, apositive lock adapted. to be operated by mechanism attached to the caror other rolling stock, said lock being released immediately before therocking member is actuated.

Another object of the invention is to provide a switch operating devicewhich shall be located entirely below the plane of the roadbed, so thatthe same may be used for street cars or the like, without anyobjectionable projection above the surface of the street.

A further object of the invention is to provide a switch of thecharacter described, with a supplemental manually operable means, tosuccessively unlock the switch and throw the same to either open orclosed position.

A still further obj cct of the invention is to provide an improved carsupported actuating means, whereby the operations of unlocking theswitch and throwing the same may be successively accomplished, saidmeans being adjustably attached to the car and entirely under thecontrol oi the motorinan or other car operative.

lVith the above and other objects in view, the invention consists ingeneral of a pair of closed casings or pits sunk in the ground, a switchpoint located opposite one of said cas ings, a switch lever pivotallymounted in said casing, yieldable means for connecting said switch pointto said switch lever, actuating and locking mechanism held in the othercasing and operatively connected to said switch lever, and improvedmeans carried on the car Specification of Letters Patent.

Application filed August 31, 1908.

Patented. June 29, 1909.

Serial No. 451,000.

for successively unlocking said locking mechanism and operating theactuating mechanism or rocking element, .in combination with manuallyoperable means to successively unlock the locking mechanism and operatesaid switch lover.

The invention further consists in certain novel details of arrangementand combinations of parts, hereinafter fully described, illustrated inthe accompanying drawings, and specifically set forth in the claims.

In the accompanying drawings like characters of reference indicate likeparts in the several views, and z- Figure 1 is a top plan view of aswitch constructed in accordance with this invention, certain portionsof the pit or casing covers being broken away to show the operatingmechanism, and certain other portions of such mechanism, and thesupports therefor being broken, the better to show the parts of themechanism below. Fig. 2 is a longitudinal section on the line AB of Fig.1, this section also showing a car equipped with the improved carsupported actuating means. Fig. 3 is a section on the line CD of Fig. 2.Fig. 4 is a detailed sectional view showing the means for manuallyoperating the unlocking and switch-throwing devices.

Inasmuch as this invention is peculiarly adapted. for use on streetrailways or other railways where a pavement is laid between and aroundthe tracks, the drawings represent the same as applied to a pavedstreet. It will be obvious, however, that this device may be used inother cases as well, the easings hereinafter described serving in suchinstance to protect the operating mechanism from malicious damage orexposure to the weather.

The numeral 10 indicates the main line of a car track and at 11 is showna turn-out or siding. It is a well known fact that most street railwaysare provided with but one switch point, and, accordingly, there is hereshown but a single switch-point 12, pivoted in the manner common to suchdevices. At 13 are shown the usual guard rails common to switches.

Substantially opposite the switch point 12 is located a casing 14, shownin the present instance as sunk in the ground so that the top of thecasing, indicated at 1. 5, is level with the surface of the paving,indicated at 16. A similar casing 17, provided with a cover 18, is heldin spaced relation to the casing, being located between the main linerails 10, at a point sufficiently in advance of the switch point topermit the actuation of the switch prior to the arrival of the carthereon.

The casing 14 contains those elements of the mechanism which operatedirectly upon the switch, while the casing 1 7 holds that part of themechanism which is actuated by the car, and in turn actuates theelements in the casing 14.

Considering now the portion of the mechanism contained within the casing14, there is held therein a bracket 19, positioned in spaced relationabove and in alinement with a bar 20. Both the bracket and the bar arerigidly attached to the casing, the bracket being attached at but oneend, while the bar extends entirely across the casing in alinement withthe main line rails, and is rigidly connected to the casing at bothends. The bar and the bracket 19 are each perforated, so that a shaft21, provided with a square head 22, may be held for rotation therein.Above the square portion of the shaft 21 is formed a flange 23. Looselymounted upon the shaft 21 is a switch lever in the form of a framehaving a lateral mediate extension so that the frame with the extensiontakes the shape of aT. This switch lever is pivoted to the shaft 21 atthe end of the T stem, this being indicated by the numeral 24, while theframe proper, forming the head of the T, is indicated by the numeral 25.Slidably mounted in the frame 25 is a block or head 26, which isnormally positioned at the center of the frame by means of oppositelydisposed springs 27, one end of each of which bears against the block26, while the opposite ends bear against the ends of the frame 25. Aswitch bar 28 is pivotally connected to the block 26 at one end and isconnected to the switch point 12 at the opposite end. By means of thisarrangement, it will be noted that if the T lever be oscillated theswitch point will be moved from side to side, and yet if the same beheld in such position as to hold the switch either open or closed, a carmay pass backward over the switch Without it being necessary to disturbthe setting of the lever, inasmuch as the springs 27 will yield andpermit such movement of the switch point as will allow the car to passin that direction.

In order to move the T lever there is provided on the shaft 21 a shortarm 29, rigidly attached to the shaft, and upon the upper side of thestem 24 are a pair of spaced lugs 30. These lugs and the short arm 29are so positioned relative to each other as to permit of a slight amountof lost motion in the arm 29, before coming in contact with one of thelugs 30 to change the position of the switch. The reason for this lostmotion will become apparent when the locking device is consideredhereinafter.

In order to rotate the shaft 21, there is mounted upon the squareportion of the head underneath the collar, a hand. lever 31, providedwith a suitable aperture to fit said square portion. This aperture issomewhat elongated in form, so that the outer end of the hand lever maybe raised to a certain extent. This shaft 21 extends upward through thecover 15, and this cover is provided with a slot 32, so that the handle31 normally lies positioned within the slot, and does not project abovethe cover 15.

Considering now the casing 17 and the mechanism contained therein. Thiscasing 17 is provided with a pair of longitudinal guide slots 33,positioned on each side thereof and provided with flaring months orentrances 34. Bars 35 and 36 are held in spaced relation longitudinallyof said casing, and are rigidly attached thereto at both ends of each ofsaid bars. A shaft 37 is mounted between the bars 35 and 36, and uponthis shaft is pivotally mounted a rocking member 38. This rocking memberis preferably provided with rounded ends, one of which will alwaysextend across the guide slots 33 on one side or the other of the casing.Upon the under side of this rocking member is formed a pair of lugs 39,preferably in the form of hooks. The central portion of the rockingmember 38 is provided with an arouate lug 40, so shaped and dimensionedthat when the member 38 is in either of the extreme positions, indicatedby full and dotted lines in Fig. 1, the end of the lug 40 adjacent thecenter line of the track will be parallel to that center line and spacedat a short distance therefrom. Upon the under side of the bar 36,preferably near the end of said bar farthest from the switchpoint, is apair of spaced lugs 41, through which passes a short shaft 42. Pivotallymounted upon the short shaft 42 is a lever 43. A second pair of ears orlugs 44, are preferably formed on the under side of the bar 36, andthese lugs 44 serve to support a crank shaft 45, the ends of which areconnected to the lever 43 by means of suitable rods 46. This shaft 45 isprovided at its middle point with an upwardly extending arm 47, which isadapted, when the shaft is substantially vertical, to lie in the path ofthe arcuate lug 40 and thereby prevent the movement of the rockingmember 38. Lugs 48 are preferably attached to the under side of thecover 18 and pivotally mounted between these lugs and the cover are apair of lock-releasing levers or triggers 49, one arm of each of whichextends normally across the slot 33 adjacent thereto. The opposite orinner arm of these levers is connected to the ends of the crank shaft 45by means of suitable rods or bars 50.

The two casings 14 and 17 communicate with. each other through a centralpipe 51 and a pair of lateral pipes 52. Ears 53, are formed on the endof the frame 25, and pullrods 54, provided with suitable turn-buckles,55, are connected to these ears, pass each through one of the pipes 52and are connected to the lugs 39 of the rocking member 38. Upon theunder side of the bar 20 is formed a pair of spaced lugs 56, wherein issupported a shaft 57, carrying a lever 58. The upper end of this leveris connected by a pull-rod 59, passing through the pipe 51, with theupper ends of the lever 43 in the casing 17. This pull-rod 59 isprovided with a turn-buckle 60, similar to the turn-buckle 55 on thepull-rods 54. A second pair of ears 61, is provided on the under side ofthe bar 20, and in these ears is mounted a crank shaft 62, having adownwardly extending arm 63, connected to the lower end of the lever 58by means of a rod 64. Upon the shaft 21 is rigidly mounted a rocker arm65, the ends of which are outwardly and downwardly curved so as tocontact with the cross-bar of thecrank shaft 62, when the operatinghandle 31 is moved to the right or left of its central position.

Above the bracket 19 is positioned a washer 66, having the upper endbeveled to limit the motion of the operating handle 31 in an upwarddirection.

Springs 67 in the casing 14 and 68 in the casing 17 are attached to thecrank shafts 62 and 45 of the respective casings at one end and to thecasings themselves at the other. The purpose of these springs is to holdthe respective crank shafts in substantially a vertical position, sothat the arm 47 may lock against the lug 40 of the rocking member 38.

In order to understand the operation of the manual throwing mechanism,let it be assumed that it is desired to change the parts from thepositions shown in the full line to that shown in the dotted lines inFig. 1. The hand lever 31 is raised and moved toward the left as theoperator faces the switch point. This causes the arm 65 to contact withand rock the lever 62. This in turn through the pull rod 64 actuates thelever 58 which in turn through the ull rod 59 rocks the lever 43. Bymeans of the rod 46 this movement of the lever 43 causes the arm 47 toassume the position shown in the dotted lines. When the arm 47 assumesthis )osi tion the lug 40 is released so that the rocxing member 38 maymove. At this time the short arm 29 comes in contact with the lug 30 onthe stem 24 of the T lever and moves the same toward the right, thusmoving the switch point 12 in that direction. After the switch point hasbeen forced fully over by the movement of the hand lever 31 the same isbrought back to the central position and dropped into the slot 32. Thispermits, by the action of the springs 67 and 68, the arm 47 to againresume its position. As the frame 25 moves to the right it carries withit, by means of the pull rod 54, the rocking member 38 and when the arm47 reassumes the vertical position it will lock against the oppositeside of the lug 40, thus holding the switch securely in the desiredposition. It is obvious that the reverse of this movement will operateto move the parts from the dotted lines to the full lines position.

Turning now to the mechanism which is supported upon the cars there isindicated a car flooring 69, supported on wheels diagrz'tnnnaticallyshown at 70. On the under side of the car flooring is mounted a pair ofspaced brackets 71 supporting a shaft 72. These brackets and shaft areso arranged as to straddle entirely across the casing 17 when the car ispositioned thereover. Upon the shaft 72 is held a sleeve 73 whereon isslidably mounted a head 74 arranged to be secured in desired position onthe sleeve by means of a set screw 75 or the like. Pivotally attached at76 to this head is an operating bar 77 of peculiar form. This operatingbar has the end shaped in the form of a hook the bight of which is soproportioned with regard to the point that when in the position shown infull lines in Fig. 2 this bight will contact with the outer arm of thelever 49 before the point contacts with the arm of the i rocking member38, it being noted from an inspection of that figure that the lever 49is above the rocking member 38. This operating lever 77 is normally heldin a raised position by means of a spring 78 connected to the operatingbar and the under side of the car floor. In order that the motor-man orother car operative may control the throwing of the switch, a pedal 79is provided in a convenient position and carries a stem 80 passingthrough the car floor 69, The lower end of this stem is pivotallyattached to a bellcrank lever 87 which is in turn pivoted to lugs 82supported beneath the ear floor. Similar lugs 83 serve to support asecond bell-crank lever 84, one arm of which is attached by rods 85 tothe operating bar 77. A rod 86 connects the other arms of the bellcranklevers S7 and 84.

By an inspection of Fig. 2, wherein the parts are shown in full anddotted lines, it will be apparent that when the pedal 79 is depressedthe operating bar 77 will also be depressed and brought into operatingposition.

11 the operation of this portion of the device it is preferable toproperly position the operating bar 77 before the car leaves theterminal so that it will run in one or the other of the slots 33. Insome instances however, it may be preferred to provide a double set ofoperating bars so that one may run in each of the slots when depressedinto operating position.

Let it now be sup )osed that a car is approaching from the felt hand ofFig. 1 and that it is desired to throw the switch point 12 from theposition shown in the full lines to that shown in the dotted lines. T hemotorman or other operative steps on the left hand pedal 79, it beingassumed that the car is equipped with two operating bars. This causesthe operating bar 77 on that side to be depressed in the mannerpreviously described. As the car passes over the track the back end orbight of the hook contacts with the arm of the lever 49 which extendsacross the slots 33. This causes the lever 49 to move around its pivotalpoint and by means of the rod 50 operates to release the lug 40 from thelocking action of the arm 4-7. As previously noted the operating bar 77is so proportioned that at this time the point of the hook contacts withthe arm of the rocking member 38 and causes the same to move to theposition shown in the dotted lines. By means of the pull rod 5%connecting this rocking member with the frame 25 said frame is moved tothe position shown in dotted lines and the switch point is thrown in amanner similar to that previously described in the operation by hand. Atthis time the back or bight of the hook has passed beyond the lever 49,thus releasing that lever and allowing the arm 47 to again assume thevertical position under the action of the springs 67 and 68 and preventbackward movement of the rocking member 38. It is obvious that a carhaving a route in the other direction would have the right handoperating bar depressed, and in consequence would throw the switch inthe other direction. If, however, the switch be already in position andthe operating bar be depressed, no harm will result, as the switch willsimply be temporarily unlocked and will again lock itself immediatelyupon the bight of the hook passing the lever 49.

It is to be noted that in case the operating bar is not positionedexactly in alinement with the slots 33, the mouth or aws 34 will serveto guide it properly into alinement.

In order to provide for the proper drainage of the casings and guideslots, the bottoms of each are provided with a plurality of perforations86 and a suitable cavity is formed in the ground below said casings,indicated at 97. This cavity may or may not be lined with brick, cementor the like, may be desired. But, in any event, it is preferred to makethe floor of the cavity slope toward the center to an outlet 88 incommunication with a pipe 89 which may be run into a sewer or otherplace of disposal of the accumulated water.

It is obvious that many minor changes may be made in the form andproportions of this invention without departing from the materialprinciples thereof. It is not therefore desired to confine the inventionto the exact form herein shown and described, but it is wished toinclude all such as properly come within the scope thereof.

Having thus described the invention what is claimed as new, is z- 1. Inrailroad switch, a switch point, a pivoted frame, said frame forming aswitch lever, a spring-pressed head carried thereby and disposedeccentric to its pivotal point, a connection between the head and theswitch point, a rocking member operatively connected with the frame andprovided with a locking lug, a locking bar adapted to engage one end ofsaid lug, and means to move said lockin bar out of engagement with saidend; in combination with car-supported means to successively actuatesaid last mentioned means and move said rocking member.

2. In a railroad switch, a switch point, a pivoted frame constituting aswitch lever, a spring-pressed head carried thereby and disposedeccentric to its pivotal point, a connection between the head and theswitch point, a rocking member operatively connected with the frame andprovided with a locking lug, a locking bar adapted to engage one end ofsaid lug, and means to move said locking bar out of engagement with saidend; in combination with car-sup orted means to successively actuatesaid ast mentioned means and move said rocking member, and mechanismoperable from the car to control the position of said car-supportedactuating means.

3. In a railroad switch, a switch oint, a pivoted frame constituting aswitch ever, a spring-pressed head carried thereby and disposedeccentric to the pivotal point, a con nection between the head and theswitch point, a rocking member operatively connected with the frame andprovided with a locking lug, a locking bar adapted to engage one end ofsaid lug, a release lever connected to said locking bar, said releaselever being arranged to move said locking bar out of the path of thelocking lug when the release lever is moved in one direction; incombination with car-supported means arranged to successively contactwith said release lever and said rocking member.

4.. In a railroad switch, a switch point, a pivoted frame comprising aswitch lever, a springpressed head carried thereby and disposedeccentric to the pivotal point, a connection between the head and theswitch point, a rocking member operatively connected with the frame andprovided with a locking lug, a locking bar adapted to engage one end ofsaid lug, a release lever operatively connected to said locking bar, incombination with an operating bar supported on a car and arranged tosuccessively contact with the release lever and the rocking mem- 1 her,and a pedal on said car connected to said operating bar to position thesame in the path of said release lever and rocking member.

5. In a railroad switch, a closed casing, a switch point held adjacentsaid casing, a pivoted frame carried in said casing constituting aswitch lever, a spring-pressed head carried thereby and disposedeccentric to the pivotal point, a connection between the head and theswitch point, a second closed casing, a rocking member operativelyconnected with the frame in the first casing and provided with a lockinglug, a locking bar pivotally mounted in said second casing and ada tedto engage one of the ends of said locking ug, means carried in saidsecond casing to move said locking bar out of engagement with saidlocking lug; in combination with car supported means to successivelyactuate said last mentioned means and move said rocking member.

6. In a railroad switch, a switch oint, a pivoted frame constituting aswitch ever, a spring-pressed head carried thereby and disposedeccentric to the pivotal point, a connection between the head and theswitch point, a rocking member operatively connected with the frame andprovided with a locking lug, a locking bar adapted to engage one end ofsaid lug, a car-supported operating bar, car-supported means to movesaid operating bar into and out of operative posi tions, a release leverattached to said locking bar, lying in the path of said operating barwhen in operative position, sald operating bar being arranged tosuccessively actuate said release lever and said rocking member; incombination with manually operable means to successively release thelocking lug and move said switch lever.

7. In a railroad switch, a closed casing, a switch point locatedadjacent said casing, a frame constituting a switch lever pivotallvmounted in said casing, a spring-pressed head carried thereby anddisposed eccentric to the pivotal point, a connection between the headand the switch point, a second closed casing, a rocking member pivotallymounted in the second casing and connected with the frame, an arcuatelocking lug formed on said rocking member, a locking bar adapted toengage one end of said lug, a release lever pivotally mounted in saidsecond casing, a car-supported operating bar, mechanism supported on thecar to control the position of said operating bar and move the same into01' out of operative position, said bar when in operative position beingarranged to successively contact with the release lever and the rockingmember, a hand lever on the "first mentioned casing, a shaft connectedthereto, and means connected to said shaft to successively unlock saidlocking bar and move said switch lever and rocking member.

In testimony that I claim the foregoing as my own, I have hereto allixedmy signature in the presence of two witnesses.

CYRUS C. JOHNSON. \Vitnesses J. L. BONE, L. 0. ST. JOHN.

